FR3115260A1 - Transport installation on which a vehicle travels and method of controlling such a vehicle. - Google Patents

Abstract

The invention relates to a transport installation (1) for a load comprising a support (10) comprising at least two cables (12) stretched between at least two pylons (14) so as to form a track on which a vehicle (20) circulates. The vehicle (20) comprises a floor (22) cooperating with rollers (24) via a set of suspensions (26) controlled by at least one force setpoint, and a control command system (28) configured to drive the set of suspensions (26) by a control method. The invention also relates to such a control method comprising the following steps: collection (Col3) of a pitch parameter of the floor, representative of the pitch rotational acceleration of the floor; determination (Det1) of a longitudinal correction command intended to modify the at least one force setpoint; application (Apl1) of the longitudinal correction control to the suspension assembly (26). Figure 3

Description

Transport installation on which a vehicle travels and method of controlling such a vehicle.

Technical field of the invention

The present invention relates to a transport installation comprising a track on which a vehicle travels.

The invention also relates to a method for controlling said vehicle.

State of the art

In a context where new modes of urban travel are developing, attention is paid to public transport using facilities including airways. For this, it is envisaged to use compact vehicles equipped with rollers to circulate on the airway generally composed of cables.

It is known from the state of the art, cable installations of the cable car type, comprising at least one carrying cable. These installations are satisfactory in that they make it possible to transport people in an urban environment, in particular in areas where the surface available on the ground is saturated. In most cases, the vehicle is naturally positioned directly above the point of attachment to the track. Although the lines of the vehicle are sometimes damped, it is however not possible to avoid the phenomena of tilting, oscillations which even damped can degrade the comfort of the passengers. In addition, the use of a hanger does not make it possible to compensate for transverse oscillations in the manner of a pendular train. The course of the center of gravity of the passenger compartment is for its part necessarily generally parallel to the curve of the deformation of the cable and cannot be maintained in an area of optimum comfort.

Systems without lines also exist, these are subject to follow the deformation of the cable or follow a straight path by correcting the vertical position of the cabin.

Thus none of these systems makes it possible to register a traveler compartment on a trajectory relatively independent of that of the traffic lanes while simultaneously allowing the maintenance of the acceleration felt at the level of the floor of the vehicle compartment at a given value close to the acceleration gravity, and in a direction as perpendicular as possible to the floor.

Maintaining the acceleration felt by a passenger or a load perpendicular to the floor and within acceptable values is necessary to preserve the integrity and possibly the comfort of the load transported, in particular when the compartment is subjected to unforeseeable events because they depend on exogenous (wind, temperatures, etc.) and endogenous (influence of passengers, other vehicles, etc.) phenomena.

Object of the invention

The object of the present invention is to propose a solution which responds to all or part of the aforementioned problems.

This object can be achieved through the implementation of a method for controlling a vehicle moving on a track, the vehicle comprising rollers intended for contact on at least one support defining the track, a floor intended for the transport of a load, said floor cooperating with the rollers via a set of suspensions, the set of suspensions comprising at least one suspension, the at least one suspension being controlled by at least one force setpoint defining the force exerted by the at least one suspension on the floor, the method being implemented by a command control system and comprising the following steps:

• collection of a pitch parameter of the floor, representative of the pitch rotational acceleration of the floor;
• determination of a longitudinal correction command intended to modify the at least one force setpoint;
• application of the longitudinal correction command to the set of suspensions, the longitudinal correction command being representative of a longitudinal force set point differential, said longitudinal differential being applied between two suspensions associated respectively with two rollers arranged longitudinally in the direction of displacement of the vehicle, the differential being dependent on the distance between the two rollers, and on the pitch parameter of the floor.

The arrangements previously described make it possible to control the inclination of the vehicle in order to maintain the load present in a so-called comfort situation with respect to the acceleration or deceleration of the vehicle. For example, the comfort situation may correspond to a situation where the acceleration felt by the load is substantially perpendicular to the floor.

By substantially perpendicular, is meant a direction comprised in an angular interval less than 5° with respect to the direction of the acceleration of gravity, and more particularly in an angular interval less than 2.86° with respect to the direction of the 'gravity acceleration.

Synergistically, the provisions described above make it possible to place the load in the vehicle in a comfortable situation, in particular when the vehicle is subjected to a pitch rotation by the action of a frontal wind.

The control method may also have one or more of the following characteristics, taken alone or in combination.

According to one embodiment, the step of collecting a floor pitch parameter comprises collecting the value and the sign of the value of the floor pitch parameter, the control method comprising a step of comparing the value the pitch parameter of the floor to a predetermined comfort pitch value, the step of determining a longitudinal correction command being implemented in the case where the value of the pitch parameter of the floor is greater than the pitch value of comfort.

The arrangements previously described make it possible in particular to reduce the pitch rotation acceleration to a value lower than the comfort pitch acceleration.

According to one embodiment, the force setpoint is applied by a torque command from a motor controlling a suspension.

According to one embodiment, the longitudinal correction control depends on the mass of the vehicle.

According to one embodiment, the control method comprises the following steps:

• collection of an acceleration parameter on the track, representative of the acceleration of the floor longitudinally in the direction of movement of the vehicle;
• modification of the longitudinal differential taking into account the acceleration parameter on the track.

According to one embodiment, the step of collecting an acceleration parameter on the track comprises collecting the value and the sign of the value of the acceleration parameter on the track, the control method comprising a step of comparison of the value of the acceleration parameter on the track with a predetermined comfort floor acceleration value, the step of modifying the longitudinal differential being implemented in the case where the acceleration parameter value on the track is greater than the comfort floor acceleration value.

The arrangements previously described make it possible to anticipate the movement of the floor of the vehicle in the event of acceleration or braking.

Thus, according to one embodiment, the floor of the vehicle is inclined forwards in the event that the vehicle accelerates on the track.

Alternatively or in conjunction, the vehicle floor can be tilted rearward as the vehicle slows or brakes on the track.

According to one embodiment, the control method comprises the following steps:

• collection of a load crushing parameter, representative of the acceleration of the floor along an axis substantially perpendicular to the floor;
• determination of a normal correction command intended to modify the at least one force setpoint;
• application of the normal correction command to the set of suspensions, the vertical correction command being intended to control the suspensions so as to bring back the crushing parameter of the load in one direction, and with an intensity substantially close to the gravity acceleration.

By substantially close intensity, we mean an intensity comprised in an interval of 2.5 m/s² centered around the intensity of the acceleration due to gravity, or more particularly, in an interval of 1.6 m/s² centered around the intensity of the acceleration of gravity.

“Substantially close direction” means a direction comprised in an angular interval less than 5° with respect to the direction of the acceleration of gravity, and more particularly in an angular interval less than 2.86° with respect to the direction of the acceleration of gravity.

According to one embodiment, the step of collecting a load overwriting parameter comprises collecting the value and the sign of the value of the load overwriting parameter, the control method comprising a step of comparison of the value of the crushing parameter of the load, with a predetermined normal comfort acceleration value, the step of determining a normal correction command being implemented in the case where the crushing parameter value of the load is greater than the normal comfort acceleration value.

According to one embodiment, the control method comprises the following steps:

• collection of a roll parameter of the floor, representative of the roll rotational acceleration of the floor;
• determination of a lateral correction command intended to modify the at least one force setpoint;
• application of the lateral correction command to the set of suspensions, the lateral correction command being representative of a lateral force set point differential, said lateral differential being applied between two suspensions associated respectively with two rollers arranged laterally with respect to the direction displacement of the vehicle, and being dependent on the distance between the two rollers, and on the roll parameter of the floor.

According to one embodiment, the step of collecting a roll parameter of the floor comprises collecting the value and the sign of the value of the roll parameter of the floor, the control method comprising a step of comparing the value of the roll parameter of the floor, to a predetermined comfort roll value, the step of determining a lateral correction command being implemented in the case where the value of the roll parameter of the floor is greater than the value of comfort roll.

According to one embodiment, the control method comprises the following steps:

• collecting a yaw parameter of the floor, representative of the yaw rotational acceleration of the floor, comprising collecting the value and the sign of the value of the yaw parameter of the floor;
• comparison of the value of the yaw parameter of the floor, with a predetermined comfort yaw value;
• in the case where the value of the yaw parameter of the floor is greater than the comfort yaw value determination of a yaw correction command intended to modify the at least one force setpoint
• application of the yaw correction command to the suspension assembly, the yaw correction command being representative of a yaw force set point differential, said yaw force set point differential being applied to one or more suspensions of the suspension assembly.

According to one embodiment, the steps for collecting the pitch parameter of the floor, the acceleration parameter on the track, the crushing parameter of the load, the roll parameter of the floor, or the yaw parameter of the floor are carried out by an inclinometer or by means of a kinematic measuring device making it possible to know the 6 kinematic characteristics, such as for example an inertial unit. Said inclinometer or said kinematic measuring device being able to be included in the command control system.

According to one embodiment, the force setpoint applied to each suspension is configured so as not to be less than an adhesion limit force. In this way, the control method makes it possible to avoid the sliding of the rollers on the support, in particular if a roller is unloaded.

According to one embodiment, the control method comprises a step of measuring the mass of the load and its distribution in the vehicle, the longitudinal differential and/or the lateral differential being dependent on the mass of the load and the distribution mass in the vehicle.

According to one embodiment, the step of measuring the mass of the load is carried out by measuring the force on the rollers, in particular when stationary.

According to one embodiment, the step of measuring the mass of the load is carried out by strain gauges.

According to one embodiment, the control method comprises the following steps:

• measurement of the position of each of the rollers relative to the vehicle;
• in the case where the position of a roller is outside a predetermined target range, determination of a return command intended to modify the at least one force setpoint;
• applying the return command to the suspension assembly so as to return the position of each of the rollers to the target interval.

According to one embodiment, the step of determining a return command comprises a step of transmitting an instruction for a reduction in speed to an external system for controlling the speed of movement of the vehicle, in the purpose of reducing the speed of movement of the vehicle.

The provisions previously described guarantee the slowing down of the vehicle in the event that it is not possible to maintain the travel of the suspensions within a target interval, for example a safety interval. Thus and advantageously, the control method makes it possible to limit the speed of the vehicle, in particular when it is subjected to unforeseeable exogenous (wind, temperatures) or endogenous (passengers, other vehicles) phenomena.

According to one embodiment, the control method may include a step of blocking at least one suspension in predetermined positions. For example when the vehicle is stationary or when it has broken down.

According to one embodiment, the track comprises a plurality of track sections defined by a type of section and in which the control command system comprises a position sensor, the control method comprising the following steps

• measuring the position of the vehicle on the track;
• determination of a section of track and of a type of section corresponding to the position of the vehicle on the track;
• modification of the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval depending on the type of section.

According to one embodiment, the support comprises at least two cables stretched between at least two pylons, the vehicle being suspended by the cables above the ground via the rollers.

In general, the cables can be located at approximately the same altitude and present a substantially similar deformation profile on either side.

According to one embodiment, the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval evolve according to the state of the runway.

According to one embodiment, the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval are communicated by an operator or an external control unit.

According to one embodiment, the control method comprises a step of collecting track shape data representative of the shape of the traffic track extending upstream and a step of modifying the pitch value of comfort, and/or the comfort floor acceleration value, and/or the normal comfort acceleration value, and/or the target interval as a function of the track shape datum.

In particular, the step of collecting track shape data can be used to control the set of suspensions according to a predetermined program, depending in particular on the collection of the pitch parameter of the floor, on the collection of the parameter of acceleration on the track, collection of the load crush parameter, collection of the roll parameter of the floor, collection of the yaw parameter of the floor, or the position of the vehicle on the track and its mass .

The object of the invention can also be achieved thanks to the implementation of a load transport installation comprising a support comprising at least two tensioned cables extending between at least two pylons so as to form a track on which a vehicle is traveling; the vehicle comprising rollers intended for contact on the support, a floor intended for transporting the load, said floor cooperating with the rollers by means of a set of suspensions, the set of suspensions having a deflection, and being controlled by at least one force setpoint defining the force exerted by each of the rollers on the floor, and a command and control system configured to control the set of suspensions by a control method of the type described previously.

The transport installation may also have one or more of the following characteristics, taken alone or in combination.

According to one embodiment, the support on which the wheels or the rollers are in contact is a rail or a cable.

According to one embodiment, the vehicle comprises wheels in contact with the support.

According to one embodiment, each suspension of the set of suspensions can be equipped with a brake configured to allow its movement or alternatively slow down and/or block its movement.

According to one embodiment, the transported load comprises people.

According to one embodiment, the command and control system comprises a kinematic measurement device configured to measure kinematic data from the floor of the vehicle, for example an inertial unit.

According to one embodiment, each suspension of the set of suspensions has a travel of between 1.5 m and 3.0 m.

According to one embodiment, the vehicle is self-propelled.

Brief description of the drawings

Other aspects, objects, advantages and characteristics of the invention will appear better on reading the following detailed description of preferred embodiments thereof, given by way of non-limiting example, and made with reference to the appended drawings. on which ones :

is a sectional view of the vehicle according to one embodiment of the invention.

is a schematic view of the displacements in space that may be undergone by the vehicle of the .

is a diagram illustrating an embodiment of the control method according to an embodiment of the invention.

is a schematic view of the transport installation according to a first embodiment of the invention.

is a schematic view of the transport installation according to a second embodiment of the invention.

is a schematic view of the transport installation according to a third embodiment of the invention.

is a schematic view of the transport installation according to a fourth embodiment of the invention.

detailed description

In the figures and in the remainder of the description, the same references represent identical or similar elements. In addition, the various elements are not represented to scale so as to favor the clarity of the figures. Furthermore, the different embodiments and variants are not mutually exclusive and can be combined with each other.

The invention relates to an installation 1 for transporting a load comprising a track on which a vehicle 20 travels.

As illustrated on the , the vehicle 20 comprises rollers 24 intended for contact on a support 10 comprising at least one cable 12 of the transport installation 1 defining the track, and a floor 22 intended for transporting the load. The floor 22 cooperates in particular with the rollers 24 by means of a set of suspensions 26 which has a deflection. The suspension assembly 26 is controlled by at least one force setpoint defining the force exerted by each of the rollers 24 on the floor 22.

The invention also relates to a control method implemented by a command control system 28 included in said vehicle 20, so as to control the set of suspensions 26.

The embodiments described below will be better understood with reference to the which schematically describes the displacements in space that may be undergone by the vehicle 20. It is therefore clearly understood that the spatial references described below illustrate a non-limiting embodiment of the invention. According to this embodiment, the floor 22 makes it possible to define an orthonormal reference, centered at the center of gravity of the floor 22 and comprising three axes:

• An axis denoted "X" extending longitudinally along the floor 22, and oriented according to the preferred direction of progression of the vehicle 20 around which the vehicle is seen printing a rolling movement denoted "Rx", and defined by a roll speed and an acceleration of this speed.
• An axis denoted "Y" extending laterally in the plane of the floor 22 and perpendicular to the axis X, around which the vehicle 20 is seen printing a pitching movement denoted "Ry", defined by a pitch speed and an acceleration of pitch.
• An axis denoted "Z" extending transversely relative to the floor 22, around which the vehicle 20 is seen printing a yaw movement denoted "Rz", defined by a yaw rate and a yaw acceleration.

There illustrates an embodiment of the control method implemented by the command control system 28.

According to this embodiment, the command and control system 28 collects Col1 a comfort pitch value, a comfort floor acceleration value, a comfort normal acceleration value, and a target interval communicated by an operator or a external control system 27.

According to a non-limiting variant, a moment of inertia of the empty vehicle 20, the mass of the empty vehicle 20, and the length of the floor 22 can be collected. A measurement step Mes1 of the mass of the load and its distribution in the vehicle 20 can then be carried out. For example, the measurement step Mes1 of the mass of the load can be carried out by measuring the force on the rollers 24, in particular when the vehicle 20 is stationary.

According to one embodiment, the measurement step Mes1 of the mass of the load is carried out by strain gauges.

The control method may further comprise a step Mes2 for measuring the position of each of the rollers 24 relative to the vehicle 20. Thus, in the case where the position of a roller 24 is outside the predetermined target range, the control method can determine Det5 a return command intended to modify the at least one force setpoint. In this case, a step Apl5 of applying the return command to the set of suspensions 26 is carried out, so as to bring the position of each of the rollers 24 back into the target range.

In certain non-limiting configurations, the step Det5 of determining a return command comprises a step of transmitting Trs1 an instruction for a speed reduction intended for the external control system 27 of the speed of movement of the vehicle 20 , with the aim of reducing the speed of movement of the vehicle 20.

The arrangements previously described guarantee the slowing down of the vehicle 20 in the event that it is not possible to maintain the travel of the suspensions 26 within the target interval, for example when the target interval corresponds to a safety interval. Thus and advantageously, the control method makes it possible to limit the speed of the vehicle 20, in particular when it is subjected to unpredictable exogenous (wind, temperatures) or endogenous (passengers, other vehicles) phenomena.

According to one embodiment, the control method may include a step of blocking at least one suspension in predetermined positions. For example when the vehicle 20 is stationary or when it has broken down.

Figures 4 to 7 illustrate the transport installation 1 when the vehicle 20 is driven by the control method. In particular, the figures illustrate one of the two cables 12 and one of the two pylons 14 between which the cables 12 are stretched. The vehicle 20 is suspended by the cables 12 above the ground via the rollers 24.

In general, the cables 12 can be located at approximately the same altitude and have a substantially similar deformation profile on either side.

The control method may comprise a step Col3 for collecting a pitch parameter of the floor, representative of the pitch rotational acceleration of the floor around the axis Ry. The step Col3 for collecting a pitch parameter of the floor may in particular comprise the collecting of the value and of the sign of the value of the pitch parameter of the floor. The value of the floor pitch parameter can be compared Cmp1 to the comfort pitch value. In the case where the value of the floor pitch parameter is greater than the comfort pitch acceleration value, a longitudinal correction command intended to modify the at least one force setpoint is determined Det1. The longitudinal correction command is representative of a longitudinal force setpoint differential applied between two suspensions 26 associated respectively with two rollers 24 arranged longitudinally according to the direction of movement of the vehicle 20. The differential is generally dependent on the distance between the two rollers 24, the mass of the vehicle, and the pitch parameter of the floor.

The control method can also comprise a step Col4 for collecting an acceleration parameter on the track, representative of the value and of the sign of the value of the acceleration of the floor longitudinally in the direction of movement of the vehicle 20. step Cmp2 of comparing the value of the acceleration parameter on the track with a comfort floor acceleration value can be carried out. If the acceleration parameter value on the track is greater than the comfort floor acceleration value, the longitudinal differential can be modified Mod1 taking into account the acceleration parameter on the track. The longitudinal correction command can then be applied Apl1 to the set of suspensions 26, for example by controlling the torque of a motor controlling the suspension 26.

In this way, it is possible to reduce the pitch rotation acceleration to a value lower than the comfort pitch acceleration.

The arrangements previously described make it possible to control the inclination of the vehicle 20 to maintain the load present in a so-called comfort situation with respect to the acceleration of the vehicle 20. For example, the comfort situation can correspond to a situation where the acceleration felt by the load is substantially perpendicular to the floor 22.

By substantially perpendicular, is meant a direction comprised in an angular interval less than 5° with respect to the direction of the acceleration of gravity, and more particularly in an angular interval less than 2.86° with respect to the direction of the 'gravity acceleration.

Synergistically, the previously described arrangements make it possible to place the load in the vehicle 20 in the comfortable situation, in particular when the vehicle 20 is subjected to a pitch rotation by the action of a frontal wind.

Alternatively or jointly, it is possible to anticipate the movement of the floor 22 of the vehicle 20 in the event of acceleration or braking. Thus, as illustrated in the , the floor 22 of the vehicle 20 can be tilted forward in the event that the vehicle 20 accelerates on the track. Moreover, as illustrated in the , the floor 22 of the vehicle 20 can be tilted rearward when the vehicle 20 slows down or brakes on the track.

The ordering process may also include the following steps:

• collection Col5 of a parameter of crushing of the load, representative of the acceleration of the floor according to the axis Z . The load crushing parameter may in particular include the value and the sign of the value of the acceleration of the floor along the Z axis;
• collection Col6 of a roll parameter of the floor, representative of the roll rotational acceleration Rx of the floor. The floor roll parameter may in particular comprise the value and the sign of the value of the roll rotational acceleration Rx of the floor
• collection Col7 of a yaw parameter of the floor, representative of the yaw rotational acceleration Rz of the floor, comprising the collection of the value and the sign of the value of the yaw parameter of the floor;

According to one embodiment, the collection steps Col3, Col4, Col5, Col6, Col7 of the pitch parameter of the floor, of the acceleration parameter on the track, of the crushing parameter of the load, of the roll parameter of the floor , or the yaw parameter of the floor are carried out by an inclinometer or by means of a kinematic measuring device 29 making it possible to know the 6 kinematic characteristics, such as for example an inertial unit. Said inclinometer or said kinematic measuring device 29 being able to be included in the command control system 28.

Following each of these steps, the control method may include steps for comparing the collected values, for example a step Cmp3 for comparing the value of the load crushing parameter with the normal comfort acceleration value. If the load crushing parameter value is greater than the normal comfort acceleration value, a normal correction command intended to modify the at least one force setpoint is determined Det 2.

In addition, a comparison step Cmp4 of the value of the roll parameter of the floor with the comfort roll value can be carried out. In the case where the value of the floor roll parameter is greater than the comfort roll value, a lateral correction command intended to modify the at least one force setpoint is determined Det3.

Finally, a comparison step Cmp5 of the value of the yaw parameter of the floor, with a predetermined comfort yaw value can be implemented. In the case where the value of the yaw parameter of the floor is greater than the comfort yaw value, a yaw correction command intended to modify the at least one force setpoint is determined Det 4.

According to one embodiment, the longitudinal differential and/or the lateral differential are dependent on the mass of the load and the distribution of the mass in the vehicle 20.

The control method can then implement:

• a step Apl2 of applying the normal correction command to the set of suspensions 26, the vertical correction command being intended to control the suspensions 26 so as to bring back the crushing parameter of the load in one direction, and with an intensity substantially close to the acceleration of gravity. By substantially close intensity, we mean an intensity within an interval of 2.5 m/s² centered around the intensity of the acceleration due to gravity, or more particularly, within an interval of 1.6 m/s² centered around the intensity of the acceleration due to gravity, and by substantially close direction is meant a direction comprised in an angular interval less than 5° with respect to the direction of the acceleration due to gravity, and more particularly in an angular interval less at 2.86° relative to the direction of the acceleration of gravity;
• a step Apl3 of applying the lateral correction command to the set of suspensions 26, the lateral correction command being representative of a force setpoint lateral differential, said lateral differential being applied between two suspensions 26 associated respectively with two rollers 24 arranged laterally with respect to the direction of movement of the vehicle 20, and being dependent on the distance between the two rollers 24, and on the roll parameter of the floor;
• a step Apl4 of applying the yaw correction command to the suspension assembly 26, the yaw correction command being representative of a yaw force setpoint differential, said yaw force setpoint differential being applied to one or more of the suspensions 26 of the set of suspensions 26.

In general, the force setpoint applied to each suspension 26 is configured so as not to be less than a limit adhesion force. In this way, the control method makes it possible to avoid the sliding of the rollers 24 on the support 10, in particular if a roller 24 is unloaded.

The previously described embodiment can be implemented by the following algorithm:

1. Comparison of the position of each suspension of each roller 24 (Z _gar , Z _gav ) on the set of suspensions 26 with the target interval [Z _min ; Z _max ] collected.

To. If the following conditions are met

Execution of steps 2 to 4 of the algorithm.

b. If the conditions are not met, Trs1 transmission of a speed reduction instruction and Apl5 application of the return command.

2. Comparison of the value of the floor pitch parameter (α) with the comfort pitch value [α _min ; α _max ].

To. If the following condition is validated:

, then a setpoint longitudinal coefficient K ₁ is set to 0.

b. If the condition is not met, then the longitudinal setpoint coefficient K1 is defined as:

Where constant 1 depends on the length of the floor 22 between the suspensions, the moment of inertia of the empty vehicle 20, the mass of the empty vehicle 20, the mass of the load.

3. Comparison of the projection A _XZ of the acceleration of the floor 22 on the plane defined by the axes X and Z with the normal comfort acceleration value [A _XZmin ; A _XZmax ].

To. If the following condition is validated:

determination Det 2 of a normal correction coefficient K ₂ at 0.

b. If the condition is not met, determination Det 2 of the normal correction coefficient at:

where constant 2 depends on the length of the floor 22 between the suspensions, the moment of inertia of the empty vehicle 20, the mass of the empty vehicle 20, the mass of the load.

4. Application Apl1 of the longitudinal differential, and Apl2 of the normal correction command as a function of K ₁ and K ₂ :

Or is the force setpoint exerted by the front suspension between the floor 22 and the roller 24; And
Or is the force setpoint exerted by the rear suspension between the floor 22 and the roller 24.

And make it possible in particular to control the forces in each suspension of the set of suspensions 26 according to a closed loop regulation law of the PID type

In general, constant 1 and constant 2 can be dimensioned by experimental measurements, or studies specific to the vehicle 20 and the support 10 used.

According to one embodiment, the first algorithm can take into account a speed interval and acceleration the position of each roller 24 relative to the set of suspensions 26.

According to one embodiment, the determination Det5 of a return command is corrected proportionally according to the position of each roller 24 (Z _gar , Z _gav ) with respect to the limits of the target interval [Z _min ; Z _max ]. In this way, the feedback command can be increased as the position of each roller 24 approaches the limits of the target range.

According to one embodiment, the setpoint longitudinal differential can be determined as a function of the rotational speed around the Y axis and the rotational acceleration around the Y axis.

According to one embodiment, the normal correction command is determined according to the speed and the acceleration of the vehicle 20 on the track.

With reference to the , the track can comprise a plurality of track sections S1, S2, S3 defined by a type of section. The command and control system 28 can then comprise a position sensor capable of measuring Mes3 of the position of the vehicle 20 on the track. This makes it possible to determine Det6 a section of track and a type of section corresponding to the position of the vehicle 20 on the track. The control method can thus comprise a step Mod2 for modifying the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval as a function of the section type.

Advantageously, the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval can evolve according to the condition of the runway. In particular, according to an embodiment in which the control method comprises a step of collecting Col8 data on the shape of the track representative of the shape of the traffic track extending upstream, it is possible to carry out a modification step Mod3 of the comfort pitch value, and/or of the comfort floor acceleration value, and/or of the comfort normal acceleration value, and/or of the target interval as a function of the shape data of the track.

According to a non-limiting variant, the step Col8 of collecting the track shape data can be used to control the set of suspensions 26 according to a predetermined program, depending in particular on the collection Col3 of the pitch parameter of the floor, of the collection Col4 of the acceleration parameter on the track, the collection Col5 of the crushing parameter of the load, the collection Col6 of the roll parameter of the floor, the collection Col7 of the yaw parameter of the floor, or the position of the vehicle 20 on the track and of its mass.

As indicated above, the invention also relates to an installation 1 for transporting a load illustrated in part in FIGS. 4 to 7. In general, the transported load includes people.

The transport installation 1 comprises a support 10 comprising at least two stretched cables 12 extending between at least two pylons 14 so as to form a track on which a vehicle 20 travels. Advantageously, the vehicle 20 can be self-propelled.

The vehicle 20 comprises rollers 24 intended for contact on the support 10, and a floor 22 intended for transporting the load.

According to one embodiment, the vehicle 20 comprises wheels in contact with the support 10.

According to one embodiment, the support 10 on which the wheels or the rollers 24 are in contact, is a rail or a cable 12.

The floor 22 cooperates in particular with the rollers 24 via a set of suspensions 26. Each suspension 26 of the set of suspensions 26 can in particular have a travel of between 1.5 m and 3.0 m. The set of suspensions 26 is controlled by at least one force setpoint defining the force exerted by each of the rollers 24 on the floor 22.

According to one embodiment, each suspension 26 of the set of suspensions 26 can be equipped with a brake configured to allow its movement or alternatively slow down and/or block its movement.

Finally, the vehicle 20 comprises a command and control system 28 configured to control the set of suspensions 26 by a control method of the type described previously. The command and control system 28 may in particular comprise a kinematic measuring device 29 configured to measure kinematic data of the floor 22 of the vehicle 20, for example an inertial unit.

Claims (19)

Method for controlling a vehicle (20) moving on a track, the vehicle (20) comprising rollers (24) intended for contact on at least one support (10) defining the track, a floor (22) intended for of a load, said floor (22) cooperating with the rollers (24) via a set of suspensions (26), the set of suspensions (26) comprising at least one suspension (26), the at least one suspension (26) being controlled by at least one force setpoint defining the force exerted by the at least one suspension (26) on the floor (22), the method being implemented by a command control system ( 28) and comprising the following steps:

1. collection (Col3) of a pitch parameter of the floor, representative of the pitch rotational acceleration of the floor;
2. determination (Det1) of a longitudinal correction command intended to modify the at least one force setpoint;
3. application (Apl1) of the longitudinal correction command to the set of suspensions (26), the longitudinal correction command being representative of a longitudinal force set point differential, said longitudinal differential being applied between two suspensions (26) associated respectively with two rollers (24) arranged longitudinally in the direction of movement of the vehicle (20), the differential being dependent on the distance between the two rollers (24), and on the pitch parameter of the floor.

A control method according to claim 1, wherein the step of collecting (Col3) a floor pitch parameter comprises collecting the value and the sign of the value of the floor pitch parameter, the control method comprising a step of comparing (Cmp1) the value of the pitch parameter of the floor with a predetermined comfort pitch value, the step of determining (Det1) a longitudinal correction command being implemented in the case where the value of the floor pitch parameter is greater than the comfort pitch value. Control method according to any one of claims 1 or 2 comprising the following steps:

1. collection (Col4) of an acceleration parameter on the track, representative of the acceleration of the floor longitudinally in the direction of movement of the vehicle (20);
2. modification (Mod1) of the longitudinal differential taking into account the acceleration parameter on the track.

A control method according to claim 3, wherein the step of collecting (Col4) an acceleration parameter on the track comprises collecting the value and the sign of the value of the acceleration parameter on the track, the control method comprising a step of comparing (Cmp2) the value of the acceleration parameter on the track with a predetermined comfort floor acceleration value, the step of modifying (Mod1) the longitudinal differential being implemented in the case where the acceleration parameter value on the track is greater than the comfort floor acceleration value. Control method according to any one of Claims 1 to 4, comprising the following steps:

1. collection (Col5) of a crushing parameter of the load, representative of the acceleration of the floor along an axis substantially perpendicular to the floor (22);
2. determination (Det2) of a normal correction command intended to modify the at least one force setpoint;
3. Application (Apl2) of the normal correction command to the set of suspensions (26), the vertical correction command being intended to control the suspensions (26) so as to bring back the crushing parameter of the load in one direction, and with an intensity substantially close to the acceleration of gravity.

A control method according to claim 5, wherein the step of collecting (Col5) a load overwriting parameter comprises collecting the value and the sign of the value of the load overwriting parameter, the control method comprising a step of comparing (Cmp3) the value of the crushing parameter of the load, with a predetermined comfort normal acceleration value, the step of determining (Det2) a normal correction command being implemented in the case where the load crushing parameter value is greater than the normal comfort acceleration value. Control method according to any one of Claims 1 to 6, comprising the following steps:

1. collection (Col6) of a roll parameter of the floor, representative of the rotational acceleration of roll of the floor;
2. determination (Det3) of a lateral correction command intended to modify the at least one force setpoint;
3. application (Apl3) of the lateral correction command to the set of suspensions (26), the lateral correction command being representative of a force setpoint lateral differential, said lateral differential being applied between two suspensions (26) associated respectively with two rollers (24) arranged laterally with respect to the direction of movement of the vehicle (20), and being dependent on the distance between the two rollers (24), and on the roll parameter of the floor.

A control method according to claim 7, wherein the step of collecting (Col6) a floor roll parameter comprises collecting the value and the sign of the value of the floor roll parameter, the control method comprising a step of comparing (Cmp4) the value of the roll parameter of the floor, with a predetermined comfort roll value, the step of determining (Det3) a lateral correction command being implemented in the case where the floor roll parameter value is greater than the comfort roll value. Control method according to any one of Claims 1 to 8, comprising a step of measuring (Mes1) the mass of the load and its distribution in the vehicle (20), the longitudinal differential and/or the lateral differential being dependent the mass of the load and the distribution of the mass in the vehicle (20). Control method according to any one of Claims 1 to 9, comprising the following steps:

1. measurement (Mes2) of the position of each of the rollers (24) relative to the vehicle (20);
2. in the case where the position of a roller (24) is outside a predetermined target range, determination (Det5) of a return command intended to modify the at least one force setpoint;
3. application (Apl5) of the return command to the set of suspensions (26) so as to return the position of each of the rollers (24) to the target range.

Control method according to Claim 10, in which the step of determining (Det5) a return command comprises a step of transmitting (Trs1) an instruction for a speed reduction intended for an external system of control (27) of the speed of movement of the vehicle (20), with the aim of reducing the speed of movement of the vehicle (20). A control method according to claims 2, 4, 6, and 10, and according to any one of claims 1 to 11, in which the track comprises a plurality of track sections (S1, S2, S3) defined by a type of section and wherein the control system (28) comprises a position sensor, the control method comprising the following steps

1. measurement (Mes3) of the position of the vehicle (20) on the track;
2. determination (Det6) of a section of track and of a type of section corresponding to the position of the vehicle (20) on the track;
3. modification (Mod2) of the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target interval depending on the type of section.

A control method according to claim 12, wherein the comfort pitch value, the comfort floor acceleration value, the comfort normal acceleration value, and the target range change according to the state of the track. Control method according to any one of claims 12 or 13, comprising a step of collecting (Col8) track shape data representative of the shape of the traffic track extending upstream and a step of modification (Mod3) of the comfort pitch value, and/or of the comfort floor acceleration value, and/or of the comfort normal acceleration value, and/or of the target interval as a function of the shape data of the track. Installation (1) for transporting a load comprising a support (10) comprising at least two cables (12) stretched between at least two pylons (14) so as to form a track on which a vehicle (20) travels ; the vehicle (20) comprising rollers (24) intended for contact on the support (10), a floor (22) intended for transporting the load, said floor (22) cooperating with the rollers (24) via a set of suspensions (26), the set of suspensions (26) having a deflection, and being controlled by at least one force setpoint defining the force exerted by each of the rollers (24) on the floor (22), and a command and control system (28) configured to control the set of suspensions (26) by a control method according to one of claims 1 to 14. Transport installation (1) according to claim 15, in which the transported load comprises people. Transport installation (1) according to any one of claims 15 or 16, in which the command and control system (28) comprises a kinematic measuring device (29) configured to measure kinematic data from the floor (22) of the vehicle ( 20), for example an inertial unit. Transport installation (1) according to any one of claims 15 to 17, in which each suspension (26) of the set of suspensions (26) has a travel of between 1.5 m and 3.0 m. Transport installation (1) according to any one of Claims 15 to 18, in which the vehicle (20) is self-propelled.